EP3708711B1 - Sensor system with calculation unit for a road finisher for calculating material consumption - Google Patents

Description

The invention relates to a sensor system comprising a calculation unit for a road paver for calculating material consumption. Further exemplary embodiments relate to a road finisher with a sensor system. The invention further relates to a corresponding method for calculating a material consumption.

In the prior art is under the publication number DE 10 2016 114 037 A discloses a monitoring system for a paver with a screed. Here, a controller is provided, for example, with information about the amount of material supplied.

The automatic and continuous determination of the amount of asphalt used by the road paver is an essential aid for the operating personnel, who, among other things, have the task of checking the amount of asphalt paved in accordance with the specifications from the contract for the construction project and making corrections if there is a significant deviation from the contractual specifications is to be determined.

In practice, checking the amount of asphalt paved is usually only started after a large number of trucks have handed over their tonnage to the paver, so that the checking accuracy is as high as possible. Here, however, it happens again and again that too large or too small an amount of asphalt has been paved. Therefore, there is a need for an improved approach.

The object of the present invention is to create a concept that enables the installation amount to be determined as early as possible.

The object is achieved by the independent patent claims.

The calculation unit of the sensor system is designed to ensure a continuous flow of material based on: to calculate a difference between a delivery quantity (e.g. the quantity supplied to the road paver by the one or more trucks) and a remaining filling quantity in the road paver, the difference being based on an applied area and / or an applied

• Materialvolumen im Tunnel des Straßenfertigers, wobei das Materialvolumen im Tunnel auf Basis der bekannten Geometrie des Tunnels des Straßenfertigers berechnet wird;
• Materialvolumen im Bereich der Bohle des Straßenfertigers, wobei das Materialvolumen im Bereich der Bohle auf Basis einer ermittelten Bohlenbreite und einer ermittelten Füllhöhe berechnet wird;
• Materialvolumen im Kübel des Straßenfertigers, wobei das Materialvolumen im Kübel auf Basis einer bekannten Kübelabmessung und einer ermittelten Füllhöhe berechnet wird.

Volume is related. The calculation unit calculates the remaining filling quantity based on the sum of:

• Volume of material in the paver tunnel, the volume of material in the tunnel being calculated based on the known geometry of the paver tunnel;
• Material volume in the area of the screed of the road paver, the material volume in the area of the screed being calculated on the basis of a determined screed width and a determined fill height;
• Material volume in the paver bucket, the material volume in the bucket being calculated on the basis of a known bucket dimension and a determined fill level.

Embodiments of the present invention are based on the knowledge that starting from a known delivery quantity (e.g. a tonnage) and determining the remaining filling quantity (the delivery quantity) in the paver, it can be determined how much material has already been applied by the paver in the relevant time window so that, based on this consideration, the amount applied can already be determined in terms of weight or volume. Knowing the distance covered, the volume of material applied per route can be determined. Alternatively, it would also be possible to relate the material volume to the applied surface, knowing the distance covered and the screed width used. In order to determine the remaining amount of asphalt in the paver as precisely as possible, various measuring measures are carried out in accordance with the exemplary embodiments. The asphalt residue in the paver is divided into three areas: "Bucket", "Tunnel" and "Area in front of or under the screed".

The volume of material in the tunnel is known based on the geometry of the tunnel. For the material volume in front of / under the screed, further parameters, such as the fill level and the screed width (a variable screed width in the case of Vario screeds), are calculated in addition to the geometry of this area. The material volume in the bucket can be determined on the basis of the known geometry of the bucket and by determining the filling level in the bucket. With this approach, it is advantageous if the asphalt supplier typically communicates the delivery quantity with the asphalt so that a conclusion can be drawn about the material used by precisely determining the current fill level. In this respect, the material flow can be determined using quantities that can be reliably determined using measurement technology, with no special material flow sensors or the like being required.

Since in the area of the screed, not only the material in front of the screed is relevant, but also the material under the screed, which is applied directly to the rear edge of the screed, the material volume in the area of the screed can also be determined based on the determined screed width, a determined layer thickness, according to exemplary embodiments and a known plank length can be calculated. A height sensor for the screed is used for this purpose, for example. According to exemplary embodiments, the determination of the screed width, in particular in the case of a variable screed width, also serves to determine, in combination with the determination of the distance, the area that has been covered since the start of the measurement.

According to exemplary embodiments, the delivery quantity is determined on the basis of the supply of external information, e.g. B. by the supplier. This supply can take place, for example, by means of a digital delivery note, by means of manual input or by means of a server query.

According to embodiments, the continuous material consumption, for. B. after the filling process, can be determined until the next filling process. The distance covered in this time window is then relevant for this. Alternatively, the material consumption can also be determined over the entire route, so that a majority (i.e. the sum) of the delivery quantities is included in the calculation.

It is possible to calculate the continuous material consumption (e.g. per meter, per square meter or per second) from both determined parameters.

According to exemplary embodiments, the calculation of the material consumption during the filling process is calculated or interpolated on the basis of previous material consumption values. The filling process can be easily recognized by the machine from the hopper cover (position of the hopper side walls). Conversely, this means that, according to further exemplary embodiments, the determination of the remaining filling quantity, in particular in the bunker, only takes place when the bunker is closed. This has the advantage that the change in material quantity is not recorded here, but only the absolute quantities, namely based on the remaining filling quantity at the beginning of the filling process, taking into account the added material. At the end of the filling process can then with the renewed Determination of the filling quantity can be verified as to whether the prognosis based on the interpolation is correct, in that the current remaining filling quantity is calculated and this is compared with the current measured values or calculations for the remaining quantity.

The determination of the continuous filling quantity serves on the one hand to prove to the client what amount of asphalt has been applied where, and on the other hand also as a control variable in order to readjust if necessary. Therefore, the calculation unit comprises an additional control unit which is designed, based on the determined continuous material consumption by comparison with a predetermined continuous target consumption, a control variable for controlling the construction machine, such as. B. to determine the screed of the construction machine.

The sensor system comprises at least one level sensor in the area of the screed or one level sensor in the area of the bucket, but preferably both level sensors, and the sensor system can also include a sensor for determining the width of the screed.

The fill level sensors are preferably implemented by means of 3D cameras, a laser scanner, a radar scanner or a simple ultrasonic sensor. For example, a cable pull sensor or the like can be used as the screed width sensor. A distance sensor, for example a laser distance sensor, with which a distance between the screed side parts (side plates) can be measured is also conceivable.

Another exemplary embodiment relates to a road finisher with a sensor system and preferably with a sensor system that includes a control device.

The method relates to the calculation of material consumption for a road paver, according to which a continuous material flow is calculated on the basis of a difference between the delivery quantity and the remaining filling quantity in the road paver, this difference being related to a distance covered and / or an area covered. As already explained above, the remaining filling quantity can be calculated using the sum of "Material volume in the tunnel of the road paver, the material volume in the tunnel being calculated on the basis of the known geometry of the tunnel of the road paver";"Volume of material in the area of the screed of the road paver, whereby the volume of material in the area of the screed is determined on the basis of a Screed width and a determined filling height is calculated ";and" Material volume in the paver bucket, the material volume in the bucket being calculated on the basis of a known bucket dimension and a determined fill level ".

Fig. 1a

eine schematische Darstellung eines Straßenfertigers zur Illustration der Teilbereiche des Straßenfertigers, in welchem die Restmenge vorliegt;

Fig. 1b

eine schematische Darstellung der Restmengenverteilung;

Fig. 2

eine schematische Darstellung eines Messsystems mit einer Berechnungseinheit zur Berechnung des kontinuierlichen Materialverbrauchs gemäß einem Ausführungsbeispiel;

Fig. 3a

eine schematische Darstellung der Materialverteilung bei der Bohle zur Illustration von Ausführungsbeispielen;

Fig. 3b-3d

schematische Darstellungen von Sensoren für die Materialberechnung, z.B. an der Bohle, gemäß Ausführungsbeispielen;

Fig. 4a

eine schematische Darstellung einer Verbrauchsberechnung beim Asphalteinbau zur Illustration von Ausführungsbeispielen;

Fig. 4b, 4c

eine schematische Darstellung der Einbausituation mit Restmenge sowie eine Berechnung der eingebauten Menge zur Illustration von Ausführungsbeispielen;

Fig. 5

ein schematisches Diagramm mit Verbrauchswerten, wie sie mit dem Messsystem aus Fig. 2 ermittelt werden können;

Fig. 6

eine schematische Darstellung eines Aufbaus des Messsystems gemäß erweiterten Ausführungsbeispielen;

Fig. 7

eine schematische Tabelle zur Illustration des Restmengenfehlers mit gemäß Ausführungsbeispielen erläutertem Konzept;

Fig. 8a

eine schematische Darstellung der Rückkopplung der Raumdichte für die Restmengenbestimmung;

Fig. 8b

eine schematische Darstellung einer Regelungsvorrichtung der Asphaltverbrauchsmenge.

The method can of course also be carried out with a computer. In this respect, an exemplary embodiment creates a computer program that causes the sensor system to carry out the method. Further developments are defined in the subclaims. Embodiments of the present invention are explained below with reference to the accompanying drawings. Show it:

Fig. 1a

a schematic representation of a road paver to illustrate the sub-areas of the road paver in which the remaining amount is present;

Figure 1b

a schematic representation of the residual amount distribution;

Fig. 2

a schematic representation of a measuring system with a calculation unit for calculating the continuous material consumption according to an embodiment;

Fig. 3a

a schematic representation of the material distribution in the screed to illustrate exemplary embodiments;

Figures 3b-3d

schematic representations of sensors for material calculation, for example on the screed, according to exemplary embodiments;

Figure 4a

a schematic representation of a consumption calculation for asphalt paving to illustrate exemplary embodiments;

Figures 4b, 4c

a schematic representation of the installation situation with the remaining amount as well as a calculation of the installed amount to illustrate exemplary embodiments;

Fig. 5

a schematic diagram with consumption values as they come from the measuring system Fig. 2 can be determined;

Fig. 6

a schematic representation of a structure of the measuring system according to expanded embodiments;

Fig. 7

a schematic table to illustrate the residual quantity error with a concept explained in accordance with exemplary embodiments;

Figure 8a

a schematic representation of the feedback of the spatial density for the residual quantity determination;

Figure 8b

a schematic representation of a device for regulating the amount of asphalt consumed.

Before exemplary embodiments of the present invention are explained below with reference to the accompanying drawings, it should be pointed out that elements and hatchings with the same effect are provided with the same reference symbols, so that the description of these can be used or interchanged with one another.

For a better understanding of the exemplary embodiments explained below, the knowledge on which the invention is based is based on FIG Fig. 1a and 1b explained. Fig. 1a shows a road finisher 10, which essentially has a chassis 10c with a driver's cab 10f.

The chassis 10c sits on a running gear 10f, here a caterpillar drive. In the front area of the chassis 10c, a bucket 10k is arranged, which is designed to store asphalt material or other material that is to be paved as a road. The installation takes place on the rear part of the road paver 10, on which a leveling board 10b is arranged. This leveling plank 10b is movable, in particular connected to the chassis 10c so as to be movable in height via tension arms 10z. The pulling arms 10z are via a pulling point, e.g. B. rotatably mounted in the middle of the chassis 10c and can be operated via actuators such. B. Leveling cylinder 10n move the pulling arm 10z to lower or raise the screed 10b. The screed 10b is designed to level the road surface and, in accordance with expanded exemplary embodiments, is variable in its width in order to be able to depict different road construction widths.

The asphalt material stored in the bucket 10k is conveyed through the tunnel 10t into the area 12b of the screed 10b. A screw 12s, for example, is used for this purpose.

• Material im Kübel (vgl. gestrichelter Bereich in der Sektion 12k);
• Material im Tunnel (vgl. gestrichelter Bereich in der Sektion 12t); sowie
• Material im Bereich der Bohle (vgl. gestrichelter Bereich Sektion 12b).

The determination of the residual amount of asphalt in the paver 10 takes place on the basis of various information and measurements. The figure in Fig. 1a shows the material distribution in the paver 10, which is relevant for calculating the remaining quantity:

• Material in the bucket (see dashed area in section 12k);
• Material in the tunnel (see dashed area in section 12t); such as
• Material in the area of the screed (cf. dashed area section 12b).

Regarding the area 12b, it should be noted that this can be designed in two parts, namely by a first partial area between the screed 10b and the auger 10s, which is arranged at the end of the tunnel 10t at the level of the chassis 10f. This area is marked with the reference symbol 12b1. The second part of the area 12b, which is marked with the reference number 12b2, is located under the screed, i.e. H. that is, between the area 12b1 and the path trigger point 12w.

Everyone in Fig. 1a Depicted sub-areas (here three sub-areas) 12k, 12t and 12b, in the paver 10, in which there may be different asphalt residues, are to be considered separately in the calculation. The respective remaining quantities can be determined with the help of machine parameters and measured values that are generated by appropriate measuring systems. The path trigger point 12w is the point at which a current calculation of the amount of asphalt used is carried out. This is also the reason why the area of the screed 12b is subdivided into the two sub-areas 12b1 and 12b2.

A typical distance between the path trigger points is 1 m and can vary (be reduced or increased) depending on the application. the Figure 1b shows schematically the distribution of the quantities in the paver in a bird's eye view. The areas 12k, 12t and 12b are marked accordingly.

In the following, measurement variables are explained which can be used for the respective determination of the remaining quantity in the areas 12k, 12t and 12b in accordance with exemplary embodiments. At this point it should be noted that it is not essential that all measured variables are determined, which will be explained below, for example, with reference to the area 12t.

The remaining amount in the bucket 10k, that is to say in the area 12k, essentially depends on the geometric dimensions of the bucket and the filling level. The fill level is as referring to Figure 1b shown, can be detected by means of a fill level sensor (e.g. based on ultrasound or implemented by means of a 3D camera).

The geometry parameters play a significant role in the tunnel, with the length and cross-section of the tunnel being taken into account. According to an initial approach, it can be assumed that the tunnel is completely filled to the ceiling, so that the tunnel fills a fixed volume. If, for example, the amount of asphalt in the bucket 10k falls below a certain value, the asphalt height in the tunnel 10t also decreases, so that a material height can also be taken into account when calculating the area 12t. This is analogous to the material height in the bucket 10k metrologically, z. B. can be determined by means of a level sensor.

• Bohlenbreitenmessung;
• Schichtdickenmessung;
• Materialhöhe vor der Bohle.

For the calculation of the material in area 12b, the following measured values can be relevant according to the exemplary embodiments:

• Plank width measurement;
• Layer thickness measurement;
• Material height in front of the screed.

The screed width determination is based either on reading out machine parameters or using a separate measuring tool. The layer thickness can be measured, for example, by one or more ultrasonic sensors that are attached in front of and behind the screed. The determination of the material height in front of the screed 10b can for example be carried out by a level sensor, e.g. B. on an ultrasound basis or comparable (see above).

Volume values are calculated with the measurement data obtained in this way. The density of the asphalt is used to determine the asphalt tonnage or the remaining quantity in tons.

As now referring to Fig. 2 will be explained, for the determination of the material consumption (e.g. per meter, per second or per square meter) the other parameters of the distance covered or the built-in area are relevant. Background: The outflow of material in a road paver 10 can be based on the difference in the inflows (Delivery quantity or total over the individual delivery tranches) and the remaining quantity are calculated, as the following formula expresses: $$\mathrm{Built-in}\mathrm{material}\left[\mathrm{in}\mathrm{volume}\right]=\mathrm{Delivery\; quantity}\left[\mathrm{in}\mathrm{volume}\right]-\mathrm{Remaining\; amount}\left[\begin{array}{l}\mathrm{in}\mathrm{Volu-}\\ \mathrm{men}\end{array}\right].$$

The consideration in relation to the volume (for example in relation to the number of cubic meters) has the background that the remaining amount can preferably be calculated as a volume value. With knowledge of the density of the asphalt, this residual amount can of course also be converted into a weight value, so that the above formula is also valid for weight values. The following is a brief excursus regarding the calculation of the spatial density: The spatial density of asphalt can in principle be determined exactly using the following equation: $$\mathit{Asphalt}\mathit{Spatial\; density}\rho =\frac{\mathit{Built-in}\mathit{tonnage}\left(\mathit{t}\right)}{\mathit{Built-in}\mathit{volume}}$$

According to the exemplary embodiments, the density parameter can be verified and / or readjusted via further optional calculation steps to determine the tonnage applied.

Based on the installation amount determined using the above formula (in volume or weight), this can now be related to the distance covered and / or to the installed area.

In the exemplary embodiment with reference to the distance covered, a value that describes the distance covered from the start of paving or from the start of calculation is used. This value corresponds to the distance covered from the reset. Alternatively, of course, the value can also be determined differently by measurement, e.g. B. by evaluating position information.

In the exemplary embodiment based on the area, in addition to the distance covered, the width of the built-in road is also used as an additional calculation parameter. The width of the paved road corresponds to the plank width, so that this value can be used. If, in the simplest case, a constant width is assumed, either the setting value or a The measured value can be used, whereby in the case of the variant with a variable road width, the built-in (road) area can be calculated using the integral of the plank width over the distance covered.

On the basis of these parameters explained, the material consumption, z. B. per meter covered or per square meter of built-in road / built-in area can be calculated by referring the built-in volume to the corresponding area.

This calculation is determined by a calculation unit 22, which can be part of a measuring system 20. The measuring system 20 is in Fig. 2 shown.

Fig. 2 shows a road finisher 10 with the measuring system 20, which comprises at least the calculation unit 22 and preferably one or more sensors 24a to 24d.

The sensor 24a is in the area of the bucket 10k, e.g. B. arranged above the bucket 10k and designed to determine the material level in the bucket 10k. This is done, for example, by means of a distance sensor or by means of graphic identification using a (3D) camera or the like.

The sensor 24b is arranged in the area of the tunnel 12t and determines the fill level in the same. Distance sensors that determine the fill level are also suitable here.

The sensor 24c is used to determine the fill level in the area 12b1 and can also be implemented as a distance sensor or as a (3D) camera (similar to the sensor 24a above), which is arranged above the area 12b1.

The sensor 24d is used to determine the layer thickness in order to determine the material height under the screed 10b in the area 12b2. For this purpose, distance sensors are suitable, for example, which determine the height of the applied layer as the difference to the height of the subsurface. Instead of such a sensor, machine parameters, e.g. B. the setting of the layer height take place, the use of distance sensors or layer thickness sensors is the preferred variant, since such sensors are typically already available in a road paver.

According to one embodiment, a further sensor can also be arranged in the area of the sensor 24d, namely one that determines the screed width that is required for the Determination of the material volume in the area 12b2, the determination of the material volume 12b1 and the determination of the applied area can be relevant.

At this point it should be emphasized again that all sensors 24a to 24d as well as the screed width sensor (not shown) can occur in combination in a preferred embodiment, wherein the measuring system can also be implemented with only individual or only one of these sensors mentioned. All sensors 24a to 24d and the screed width sensor (not shown) deliver its sensor signal to the evaluation unit 22, which then determines the remaining amount as referring to Figure 1b explained, calculated.

It should be noted at this point that the device 22 can either calculate the remaining amount in relation to the volume or also convert it into the weight. The volume density of the built-in material is then used for this. At this point it should be noted that this can initially be assumed and can be determined more and more precisely during installation. The built-in spatial density is determined by the system. The following is a detailed description of the calculation of the remaining amount with reference to the Figures 3a to 3c received.

• Kübel ist offen
• Kübel ist geschlossen

A distinction is made between two cases, for example, for determining the remaining quantity in the bucket:

• Bucket is open
• Bucket is closed

• 3D Kamera
• Laser-Scanner oder Laser Abstandsmessung
• Radarsensoren
• Ultraschall Abstandsmessungen

In both cases, you can determine the degree of filling in the bucket by selecting different measuring systems. The following sensors can be used as measuring systems for the level in the bucket:

• 3D camera
• Laser scanner or laser distance measurement
• Radar sensors
• Ultrasonic distance measurements

$$\mathit{Tonnage}\mathit{im}{\mathit{Kübel}}_{\mathit{geschlossen}}=\mathit{Asphalt}{\mathit{Volumen}}_{\mathit{geschlossen}}\cdot \mathit{Raumdichte}\mathit{Asphalt}$$

The remaining quantity in the bucket 10k can then be calculated using the filling level and the known bucket geometry. With the bucket geometry, the open and closed state must be taken into account. $$\mathit{tonnage}\mathit{in\; the}{\mathit{bucket}}_{\mathit{open\; minded}}=\mathit{asphalt}{\mathit{volume}}_{\mathit{open\; minded}}\cdot \mathit{Spatial\; density}\mathit{asphalt}$$

$$\mathit{tonnage}\mathit{in\; the}{\mathit{bucket}}_{\mathit{closed}}=\mathit{asphalt}{\mathit{volume}}_{\mathit{closed}}\cdot \mathit{Spatial\; density}\mathit{asphalt}$$

The remaining amount in the tunnel 10t can be determined according to a variant as follows: The tunnel has fixed geometric dimensions, so that by measuring the fill level, it is possible to calculate the amount of material in the tunnel 10t. The transport speed of the material does not have to be taken into account in this measurement.

The remaining amount in the area of the screed 10b is shown below on the basis of Fig. 3a explained. Fig. 3a shows a screed 10b in a side view, with material 11 being conveyed out of the tunnel (not shown) in the area in front of the screed 12b1 by means of the screw 10s. The screed smooths this material 11 from the area 12b1 into the area 12b2. The result is that a material layer 11s remains with a layer thickness 11d.

Figure 3b illustrates on the one hand how the filling level can be determined by means of the sensor 24c in the area 12b. For this purpose, the sensor 24c is attached in front of the screed 10b, ie in the area 12b1. Further illustrates the Figure 3b how the layer thickness 11d can be determined by means of a layer thickness sensor 24d. For this purpose, the sensor 24d (for example an ultrasonic sensor or comparable) is attached to the screed in such a way that it determines the distance from the applied layer 11s.

Figure 3c illustrates the screed 10b in the longitudinal view in combination with a screed width sensor 24e. This can determine the variable screed width, which is used to pave roads of different widths, for example via a cable pull or a distance sensor (laser distance sensor) or similar.

The calculation of the amount of material in the plank area 12b is based on measurements of the plank width (cf. Figure 3c ), the layer thickness 11d (see FIG. 2b) and the material height in front of the screed 10b (see FIG. 2b). The distribution of the material in the cross section can be irregular, at least in the area 12b1, as in FIG Figures 3a and 3b is illustrated. Based on the sensor signals from sensors 24c, 24d and 24e, the tonnage calculation in area 12b can be as follows: $$\mathit{Tonnage\; screed}=\left(\mathit{asphalt}{\mathit{volume}}_{\mathit{Plank}}+\mathit{asphalt}{\mathit{volume}}_{\mathit{slug}}\right)\cdot \mathit{Spatial\; density}\mathit{asphalt}$$

Fig. 3d illustrates a bucket 10k with a material 11. The bucket 10k adjoins the tunnel 10t so that the material in the lower region of the bucket 10k can flow into the tunnel 10t or can be conveyed in the same by weight. The bucket 10k has a maximum filling quantity which is defined by the geometry. The amount of material 11 in the bucket 10k can be determined via the geometric parameters, such as diameter or base area x filling level, the filling level being able to be determined by means of the sensor 24a. This can be, for example, an ultrasonic sensor that is directed at the surface 11o of the material 11. The bucket 10k can generally be closed by means of a lid 10kd, the bucket being open during the filling process. According to exemplary embodiments, the material filling level in the bucket 10k is preferably only determined while the bucket is closed by means of the cover 10kd. To the background:

• Eingabe vom Lieferschein
• Abscannen vom Lieferschein
• LKW-Identifikation und digitale Datenübermittlung per Internet

During the filling process of the bucket, the continuous calculation of the material consumption can be temporarily deactivated (for the duration of the filling) and determined by the previously used amount per meter and the measured layer thickness. The display system can thus continuously show the operating personnel the amount of material used. Once the filling process has been completed, you can reactivate the determination of the remaining quantity and use it to determine the current material consumption. During the filling process, the measuring system must be informed of the amount of material delivered (tonnage), which is documented on the delivery note. This can be done in different ways:

• Entering the delivery note
• Scanning the delivery note
• Truck identification and digital data transmission via the Internet

According to the exemplary embodiments, this variant describes the filling process in general, although the following deviation can be made for the first filling process: During the first filling process, the current asphalt consumption cannot yet be determined based on the remaining amount in the paver and the amount of asphalt delivered. This applies in particular when approaching the construction site at the start of work. Here, the installed tonnage must be determined via the volume and the delivered material density (bulk density). The bulk density is assumed to be known. The volume in turn is calculated using the built-in distance, the plank width and the layer thickness. When the first filling process has ended, a transition function can be used to switch to the tonnage calculation using the remaining quantity.

For the final filling process this means: For each subsequent filling process, one can deduce the material consumption by calculating the last quantity discharged and the current layer thickness. The current consumption per square meter (alternative consumption per meter) is used as a basis and this is corrected if the layer thickness should change.

The amount per square meter is determined as follows: $$\frac{\mathit{<figure-callout\; id="2"\; label="crowd\; m"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">crowd</figure-callout>}}{{\mathit{m}}^{}}=\frac{{\displaystyle {\sum }_1^{\mathit{n}}\mathit{tonnage}\mathit{from\; the}\mathit{Trucks}-\mathit{Remaining\; amount}}}{\mathit{Built-in}\mathit{Fl}Ä\mathit{che}}$$

The calculation process is in Figure 4a illustrated. From a mathematical point of view this means that the total consumption is calculated at the position s as follows: $$\mathrm{consumption}\mathrm{Total}\mathrm{on}\mathrm{Path\; position}\left(\mathrm{s}\right)={\displaystyle \sum _1^{n-1}{\mathit{tonnage}}_{n-1}+\mathit{Tn}-\mathit{Marg}\left|n=\mathrm{Quantity}\mathrm{truck}\right|}$$

bzw. $$\begin{array}{l}\mathit{Momentanverbrauch}=\mathit{Volumen}\mathit{Total}\times \rho /\mathit{Wegstrecke}s,\mathrm{wenn}\mathrm{der}\mathrm{Verbrauch}\mathrm{in}\mathrm{Volumen}\\ \mathrm{vorliegt}\mathrm{.}\end{array}$$

This formula assumes that all values are already available as weight values, whereby volume can of course also be converted into tonnage using the formula V × ρ (volume V; density ρ). Based on this, the current consumption in kilograms per meter is calculated based on the following formula: $$\mathit{Current\; consumption}=\mathit{Total\; consumption}\mathit{Total}\mathit{on}\mathit{Path\; position}\left(s\right)/\mathit{Distance}s$$

or. $$\begin{array}{l}\mathit{Current\; consumption}=\mathit{volume}\mathit{Total}\times \rho /\mathit{Distance}s,\mathrm{if}\mathrm{the}\mathrm{consumption}\mathrm{in}\mathrm{volume}\\ \mathrm{is\; present}\mathrm{.}\end{array}$$

In the time window after the filling process (e.g. between filling 1 and filling 2 (see Figure 4a )) the current consumption can be calculated as follows.

ET1 = T1 - R1 / s, where T1 is the filling quantity of filling 1, R1 the remaining quantity prevailing at time T and s the distance covered since the restart.

When the remaining amount is used up or is almost used up, filling 2 takes place, whereby during this filling the current consumption is interpolated using the following formula: $$\mathit{<figure-callout\; id="2"\; label="ET"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">ET</figure-callout>}{2}^{\prime }=\frac{s\cdot \mathit{<figure-callout\; id="1"\; label="ET"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">ET</figure-callout>}1+V\ast \rho }{2s}$$

For the following phase, in which the top-up quantity is used, there is then a further consumption based on the formula: $$\mathrm{<figure-callout\; id="2"\; label="T"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">T</figure-callout>}2=\frac{T2-\mathrm{R.}2}{s}$$

ermitteln. Über die gesamte Wegstrecke hinweg bzw. alle Befüllungen und Zwischenfenster setzt sich die hier illustrierte Berechnung fort.Based on ET1 and ET2, an average consumption can then be calculated using the following formula: $$\mathit{MV}=\frac{\mathit{<figure-callout\; id="1"\; label="ET"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">ET</figure-callout>}1+\mathit{<figure-callout\; id="2"\; label="ET"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">ET</figure-callout>}2}{2}$$

detect. The calculation illustrated here continues over the entire distance or all fillings and intermediate windows.

The calculation is simplified again in Figure 4b shown. In the in Figure 4b The situation shown here, LKW3 has been completely unloaded and LKW4 is waiting. The paver consumes the remaining amount in the bucket, which is continuously measured. The amount of the installed material is calculated with the following calculation formula: $$\begin{array}{l}\mathit{Built-in}\mathit{material}\mathit{from}\mathit{<figure-callout\; id="3"\; label="truck"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">truck</figure-callout>}3=\mathit{Capacity}\mathit{from}\mathit{truck}3-\mathit{Remaining\; amount}\mathit{after}\mathit{the}\mathit{filling}\\ \mathit{from}\mathit{<figure-callout\; id="3"\; label="truck"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">truck</figure-callout>}3.\end{array}$$

oder in verkürzter Schreibweise $${\mathit{ET}}_{\mathit{LKWn}}=T_{\mathit{LKWn}}-R_{\mathit{LKWn}}$$

This connection is once again in Figure 4c illustrated. General description of the equation reads: $$\mathit{Built-in}\mathit{tonnage}\mathit{from}\mathit{Trucks}=\mathit{Total}\mathit{tonnage}\mathit{Trucks}-\mathit{Remaining\; amount}\mathit{from}\mathit{Trucks}$$

or in abbreviated form $${\mathit{ET}}_{\mathit{Trucks}}=T_{\mathit{Trucks}}-{\mathrm{R.}}_{\mathit{Trucks}}$$

The built-in area is obtained relatively easily by measuring the distance using GPS or distance information from the paver and a width measurement system that is installed directly on the screed.

The accuracy of the calculation of the paved asphalt tonnage increases with the number of trucks that hand their asphalt over to the paver. This is supposed to go through Fig. 7 be clarified.

The table shows the percentage error for the total installed tonnage with different assumed residual quantity errors that arise due to system-related inaccuracies for the residual quantity determination. It can be clearly seen that the total error in the tonnage decreases significantly as the number of trucks increases. This is simply explained by the fact that ultimately the truck loads measured with calibrated scales are added up in the system. The respective residual quantity error for the total installed asphalt tonnage (total of the truck loads since the start of work) then no longer relates to the respective truck that hands over its asphalt tonnage to the paver, but to the total of the installed tonnage.

Typically, after 10 truck loads and a residual quantity error of 0.2 t there is a total percentage error of 0.08%.

The calculation explained above results in the actual consumption per meter or the actual consumption interpolated over the distance covered. Alternatively, of course, the actual consumption per square meter or the actual consumption summed up over the surface area can also be determined. This is compared to the target consumption for regulation in accordance with further exemplary embodiments, as shown in the diagram from FIG Fig. 5 is shown.

Fig. 5 shows the consumption ET _{is integrated} over the path s, which _is compared with the target consumption ET setpoint. The diagram also shows the actual consumption in kilograms per meter and the actual consumption in kilograms per square meter. Both curves are essentially parallel, although they are only approximately constant. What _is based on the comparison ET is recognizable with the two illustrated consumption per meter and per square meter, varying the instantaneous consumption resulting from temporarily varying Istverbrauchswerten _ET. From a mathematical point of view, the instantaneous consumption _is the derivation of the consumption ET is according to the distance covered or the area applied.

After all influencing factors and variants have been explained, reference is made to Fig. 6 a possible system structure for calculating consumption is shown. The system comprises a central computer 22 which is connected to an optional control panel (generally user interface) 23 via a CAN bus, for example. The central computer 22 receives as input values a screed width value from the screed width sensor 24e, a layer thickness value from the layer thickness sensor 24d, fill level information from the fill level sensor in the area of the screed (see sensor 24c) and the fill level in the tunnel from sensor 24b and the fill level in the bucket from sensor 24a. In addition, parameters of the paver, such as B. a current screed position or the like can be used (cf. input parameter 25a). Since, as explained above, the filling level in the bucket is preferably only determined when the bucket is not being filled, information about "bucket open" or "bucket closed" can be obtained from the bucket lid (see reference number 25b).

Thus, when viewed over several truck loads, a very precise weight determination takes place. The built-in volume is determined as precisely as possible for the highly precise determination of the density of the asphalt.

According to exemplary embodiments, the asphalt spatial density obtained in this way can now be used in a feedback branch for more precise determination of the remaining quantity. This means that you have a self-optimizing system for determining the remaining quantity and ultimately also the spatial density. This uplink branch is in Figure 8a illustrated.

The amount applied can be determined based on the distance covered (GNSS + driving signal) or the width of the screed. The layer thickness is also highly precise Can be determined by measurement, so that the applied volume is calculated in a second way. In Figure 8a the result of this second calculation method is marked with the reference symbol V. Knowing the exact tonnage (see reference symbol t), which results from the sum of the delivery quantities minus the calculated remaining quantity, the asphalt density in kilograms per cubic meter can be determined. Since the spatial density is also used in the calculation of tonnage = total over truck - residual quantity (cf.t) when calculating the residual quantity, the value used here can be corrected by the newly calculated value, as illustrated using path F.

According to a further exemplary embodiment, the remaining amount calculated in volume units is converted into a tonnage value using the volume density. At the beginning of the calculation, in accordance with further exemplary embodiments, a general spatial density value for the asphalt can first be calculated, this spatial density value being corrected in the course of the measurement. The correction is carried out, for example, taking into account the built-in volume, which is measured by sensors such as B. the layer thickness and the screed width and the distance can be calculated.

Based on the in Fig. 5 A regulation can now be used. 9b shows such a control loop for controlled regulation.

The control loop 30 includes the consumption calculation 32, which was explained in detail above. This can be based, for example, on kilograms per square meter, kilograms per meter or the sum of the consumption. Optionally, a filter 33 can be provided after the consumption measurement. The result of the consumption measurement 32 or the filter is an actual consumption, which is compared by a comparator 35 with a target consumption. A consumption control can now start on the basis of the comparison result (cf. consumption controller 37). This consumption regulator influences several factors, such as B. a flatness regulator 37e, a control of the traction cylinder 37z and a control of the screed 37b. According to the exemplary embodiments, a leveling sensor that influences the flatness controller is used as a further controlled variable. The leveling sensor is provided with the reference symbol 38n. The control loop 30 makes it possible to continuously compare the measured consumption with the target consumption (see comparator 35) and, if necessary, via the consumption controller 37 or a sub-component, such as, for. B. adjust the layer thickness using the flatness regulator 37e (leveling system). The leveling system 37e can also carry out the regulation via other elements.

Although some aspects have been described in connection with a device, it goes without saying that these aspects also represent a description of the corresponding method, so that a block or a component of a device is also to be understood as a corresponding method step or as a feature of a method step. Analogously to this, aspects that have been described in connection with or as a method step also represent a description of a corresponding block or details or features of a corresponding device. Some or all of the method steps can be carried out by a hardware apparatus (or using a hardware Apparatus), such as a microprocessor, a programmable computer or an electronic circuit. In some embodiments, some or more of the most important process steps can be performed by such an apparatus.

Depending on the specific implementation requirements, embodiments of the invention can be implemented in hardware or in software. The implementation can be carried out using a digital storage medium such as a floppy disk, a DVD, a Blu-ray disc, a CD, a ROM, a PROM, an EPROM, an EEPROM or a FLASH memory, a hard disk or other magnetic memory or optical memory are carried out on the electronically readable control signals are stored, which can interact with a programmable computer system or cooperate in such a way that the respective method is carried out. Therefore, the digital storage medium can be computer readable.

Some exemplary embodiments according to the invention thus comprise a data carrier which has electronically readable control signals which are able to interact with a programmable computer system in such a way that one of the methods described herein is carried out.

In general, exemplary embodiments of the present invention can be implemented as a computer program product with a program code, the program code causing the claimed sensor system to carry out the method when the computer program product runs on a computer.

The program code can, for example, also be stored on a machine-readable carrier.

Other exemplary embodiments include the computer program for performing one of the methods described herein, the computer program being stored on a machine-readable carrier.

In other words, an exemplary embodiment of the method according to the invention is thus a computer program which has a program code for performing one of the methods described herein when the computer program runs on a computer.

A further exemplary embodiment of the method according to the invention is thus a data carrier (or a digital storage medium or a computer-readable medium) on which the computer program for performing one of the methods described herein is recorded. The data carrier, the digital storage medium or the computer-readable medium are typically tangible and / or non-perishable or non-temporary.

A further exemplary embodiment of the method according to the invention is thus a data stream or a sequence of signals which represents or represents the computer program for performing one of the methods described herein. The data stream or the sequence of signals can, for example, be configured to be transferred via a data communication connection, for example via the Internet.

Another exemplary embodiment comprises a processing device, for example a computer or a programmable logic component, which is configured or adapted to carry out one of the methods described herein.

Another exemplary embodiment comprises a computer on which the computer program for performing one of the methods described herein is installed.

A further exemplary embodiment according to the invention comprises a device or a system which is designed to transmit a computer program for carrying out at least one of the methods described herein to a receiver. The transmission can take place electronically or optically, for example. The receiver can, for example, be a computer, a mobile device, a storage device or the like Be device. The device or the system can, for example, comprise a file server for transmitting the computer program to the recipient.

In some exemplary embodiments, a programmable logic component (for example a field-programmable gate array, an FPGA) can be used to carry out some or all of the functionalities of the methods described herein. In some exemplary embodiments, a field-programmable gate array can interact with a microprocessor in order to carry out one of the methods described herein. In general, in some exemplary embodiments, the methods are performed by any hardware device. This can be universally applicable hardware such as a computer processor (CPU) or hardware specific to the method, such as an ASIC.

The devices described herein can be implemented, for example, using a hardware apparatus, or using a computer, or using a combination of a hardware apparatus and a computer.

The devices described herein, or any components of the devices described herein, can be implemented at least partially in hardware and / or in software (computer program).

For example, the methods described herein can be implemented using hardware apparatus, or using a computer, or using a combination of hardware apparatus and a computer.

The methods described herein, or any components of the methods described herein, can be carried out at least in part by hardware and / or by software.

The above-described embodiments are merely illustrative of the principles of the present invention. It is to be understood that modifications and variations of the arrangements and details described herein will be apparent to other skilled persons. It is therefore intended that the invention be limited only by the scope of protection of the following patent claims and not by the specific details presented herein on the basis of the description and the explanation of the exemplary embodiments.

Claims (14)

1. Sensor system including a calculating unit (22) for a road finishing machine (10) for calculating material consumption as well as at least one sensor for determining the filling level (24a, 24b, 24c) in the area of the plank (10b) and/or at least one sensor for determining the filling level (24a, 24b, 24c) in the area of the bucket (10k) and/or at least one sensor for determining the plank width;

   wherein the calculating unit (22) is configured

   to calculate a continuous material flow based on
   a difference between delivery amount and residual filling amount in the road finishing machine (10) related to a distance travelled and/or an applied area;

   wherein the residual filling amount is calculated based on the sum over

   material volume in the tunnel (10t) of the road finishing machine (10), wherein the material volume in the tunnel (10t) is calculated based on the known geometry of the tunnel (10t) of the road finishing machine (10);

   material volume in the area of the plank (10b) of the road finishing machine (10), wherein the material volume in the area of the plank (10b) is calculated based on a determined plank width and a determined filling level; and

   material volume in the bucket (10k) of the road finishing machine (10), wherein the material volume in the bucket (10k) is calculated based on a known bucket dimension and a determined filling level.
2. Sensor system according to claim 1, wherein the material volume in the area of the plank (10b) is calculated additionally based on the determined plank width, a determined layer thickness and a known plank length.
3. Sensor system according to any of the preceding claims, wherein information on the delivery amount is obtained based on external information, a digital delivery note or a server query.
4. Sensor system according to any of the preceding claims, wherein the applied area is calculated based on a determined distance traveled and a determined plank width or determined variable plank width.
5. Sensor system according to any of the preceding claims, wherein the continuous calculation takes place during the filling process based on previous material consumption values and/or by interpolation of previous material consumption values.
6. Sensor system according to any of the preceding claims, wherein the continuous material consumption is determined between two filling operations and/or is averaged across all filling operations.
7. Sensor system according to any of the preceding claims, wherein determining the residual filling amount takes place when the bucket (10k) is closed.
8. Sensor system according to any of the preceding claims, further including an additional control unit (35, 37) configured to determine a control quantity for controlling the construction machine (10) based on the determined continuous material consumption by comparison with a predetermined continuous set consumption.
9. Sensor system according to any of the preceding claims, wherein the calculating unit (22) is configured to calculate an incorporated material volume based on the distance travelled, the plank width and the layer thickness, and wherein the calculating unit (22) is further configured to determine a volume density of the incorporated material volume based on the incorporated material volume and information regarding incorporated tonnage; and/or wherein the calculating unit (22) is configured to calculate an incorporated material volume based on the distance travelled, the plank width and the layer thickness, and wherein the calculating unit (22) is further configured to determine a volume density of the incorporated material volume based on the incorporated material volume and information regarding incorporated tonnage, wherein the calculating unit (22) is further configured to consider the volume density when calculating a residual amount weight of the residual filling amount.
10. Sensor system according to any of the preceding claims, wherein the sensor for determining the filling level (24a, 24b, 24c) is formed by a 3D camera, a laser scanner, a radar sensor and/or an ultrasound sensor.
11. Sensor system according to any of the preceding claims, wherein the plank width sensor (24e) is realized by a rope hoist sensor.
12. Road finishing machine (10) having a sensor system according to any of claims 1 to 11.
13. Method for calculating a material consumption for a road finishing machine (10) having at least one sensor for determining the filling level (24a, 24b, 24c) in the area of the plank (10b) and/or at least one sensor for determining the filling level (24a, 24b, 24c) in the area of the bucket (10k) and/or at least one sensor for determining the plank width, comprising:

    calculating a continuous material flow based on:
    a difference between delivery amount and the residual fill amount in the road finishing machine (10) related to a distance travelled and/or an applied area;

    wherein the residual filling amount is calculated based on the sum over

    material volume in the tunnel (10t) of the road finishing machine (10), wherein the material volume in the tunnel (10t) is calculated based on the known geometry of the tunnel (10t) of the road finishing machine (10);

    material volume in the area of the plank (10b) of the road finishing machine (10), wherein the material volume in the area of the plank (10b) is calculated based on a determined plank width and a determined filling level; and

    material volume in the bucket (10k) of the road finishing machine (10), wherein the material volume in the bucket (10k) is calculated based on a known bucket dimension and a determined filling level.
14. Computer program having a program code causing the sensor system according to claim 1 to perform the method according to claim 13 when the computer program runs on a computer.

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